US7037230B2 - Speed transmission apparatus - Google Patents

Speed transmission apparatus Download PDF

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Publication number
US7037230B2
US7037230B2 US10/482,287 US48228703A US7037230B2 US 7037230 B2 US7037230 B2 US 7037230B2 US 48228703 A US48228703 A US 48228703A US 7037230 B2 US7037230 B2 US 7037230B2
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Prior art keywords
rotation
shaft
speed
gear train
rotate
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Expired - Fee Related, expires
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US10/482,287
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US20040166979A1 (en
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Charles Louis Dupriez
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Priority to US11/277,255 priority Critical patent/US7166051B2/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/103—Power split variators with each end of the CVT connected or connectable to a Ravigneaux set
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/104—Power split variators with one end of the CVT connected or connectable to two or more differentials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/46—Gearings having only two central gears, connected by orbital gears
    • F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
    • F16H3/52—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears
    • F16H3/56—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears both central gears being sun gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path

Definitions

  • the present invention relates to a speed transmission apparatus arranged between a drive engine and a drivable receiving device, for example a machine to be driven, industrial or agricultural, or the wheels of a motor car.
  • the aim of the present invention is to develop a speed transmission apparatus making it possible to modify the transmission ratio without discontinuity, between two selectable given limits, and without power limitation.
  • the transmission apparatus can be controlled manually or entirely automatically, or by combining the two modes.
  • a speed transmission apparatus arranged between a drive engine and a drivable receiving device, comprising
  • a first rotary casing arranged so as to be able to turn about a first axis of rotation
  • a double epicyclic gear train which comprises a first train and a second train and which is arranged at least partially in the said first rotary casing, between a driving input connected to the drive engine and an output shaft, arranged so as to be able to rotate about a second axis of rotation and connected to the drivable receiving device, the above-mentioned double train establishing between the driving input and the output shaft a transmission ratio between an input rotation speed and an output rotation speed,
  • control means electrically connected to the first motor brake and controlling this so as to be able to continuously modify the speed of rotation of the first intermediate shaft and therefore the transmission ratio between the said input rotation speed and the said output rotation speed.
  • the limits are a maximum output speed when the motor brake completely locks the intermediate shaft and the drive engine is at its maximum power and a zero output speed when the input speed is zero.
  • the speed variation range therefore depends solely on the transmission ratio pre-established by the double epicyclic gear train chosen and the application under given conditions firstly of the appropriate input speed and secondly of the motor brake on the intermediate shaft in order to obtain the appropriate output speed, the latter being able to be positive or negative with respect to the drive engine.
  • the apparatus also comprises a second intermediate shaft arranged in the other one of the said first and second rotation transmissions, so as to be able to rotate about a fourth rotation axis, and a second electric motor brake which acts on the second intermediate shaft, whilst being capable of modifying a speed of rotation thereof, following commands received from the control means to which it is electrically connected.
  • the first intermediate shaft and the second intermediate shaft have, in the absence of the motor brakes, different speeds of rotation, the motor brake acting on the fastest intermediate shaft is an alternator having coils, whose excitation can be varied in order to obtain a variable brake effect, and producing an electric current, and the motor brake acting on the slowest intermediate shaft is an electric motor, which is supplied by the electric current produced by the said alternator and which makes it possible to obtain a variable acceleration effect.
  • This arrangement is particularly advantageous since it makes it possible to recover the energy developed by the braking of the first intermediate shaft and to use it for starting an electric motor which accelerates the second gear shaft, with the result of more effectively obtaining the required effect, that is to say a modification to the gear ratio.
  • the continuous variation in the motor brake effect is obtained by varying the excitation of the coils of the alternator, this variation being produced by means of the control means, either manually or by a computer which will take account of various data, such as for example the speed of the output shaft, the rotation speed at the input, the transmission power demanded, in a similar manner to what happens in an automatic gearbox.
  • the control means will now act continuously rather than in jumps as from certain limits.
  • the first epicyclic gear train comprises an input shaft arranged at least partially in the first rotary casing so as to be able to rotate about a first rotation axis and this input shaft is connected to the drive engine and serves as a driving input.
  • the apparatus comprises a second rotary casing which is arranged so as to be able to rotate about a fifth rotation axis and in which there is housed the second epicyclic gear train of the said double train, which allows a transmission of rotation to the output shaft, the first gear train being housed in the first rotary casing.
  • the double epicyclic gear train is divided into two separate trains which are each housed in its own rotary casing.
  • the first rotary casing is arranged so as to be driven in rotation by the drive engine, thus serving as a driving input for the apparatus, and the double gear train is housed in the first rotary casing.
  • the double gear train is enclosed in a single chamber and the apparatus is relatively compact.
  • FIG. 1 depicts a schematic embodiment, partially in section, of an apparatus according to the invention.
  • FIG. 2 depicts schematically another embodiment of an apparatus according to the invention.
  • the transmission apparatus depicted is arranged between a normal drive engine, not shown, and coupled to an input shaft 1 , and a normal drivable receiving device, not shown, and coupled to an output shaft 2 .
  • the apparatus comprises a double epicyclic gear train which has a first epicyclic gear train housed in a first rotary casing 3 and a second epicyclic gear train housed in a second rotary casing 4 .
  • Each rotary casing, with its gear train is a known system which can be found on the market for example under the name Redex epicyclic system (the firm Texrope, Industrial Transmission Company).
  • the first gear train comprises a first sun-carrier plate 5 , mounted on the input shaft 1 so as to rotate with it, about its rotation axis 6 , and a second sun-carrier plate 7 , mounted on a interposed output shaft 8 so as to be able to rotate with it, about this same rotation axis 6 .
  • the input shaft 1 partially projects out of the casing 3 , which is coaxial with it, so as to be able to rotate freely with respect to the casing.
  • this input shaft 1 is hollow and serves as guidance centred on the interposed output shaft 8 , also coaxial with the input shaft, and also partially projecting out of the casing 3 , so as to be able to rotate freely with respect to the latter.
  • pivot shafts 9 are supported parallel to the rotation axis 6 , so as to be able to rotate freely on themselves, but so as to be driven in revolution about the rotation axis 6 when the casing 3 effects a rotation.
  • Each pivot shaft 9 carries two planets 10 and 11 so that they rotate conjointly with this pivot shaft.
  • Each planet 10 and 11 is in engagement with one of the sun-carrier plates 5 and 7 .
  • the rotary casing 3 has an engagement system, for example external teeth 12 depicted schematically, which can come into engagement with an external rotation transmission.
  • the diameters of the casing 3 , of the sun-holder plates 5 and 7 and of the planets 10 and 11 are chosen so as to establish between the input shaft 1 and the interposed output shaft 8 a preselected transmission ratio (which can be modified according to the invention as described below).
  • the second gear train comprises a third sun-carrier plate 13 , mounted on an interposed input shaft 14 , so as to rotate about its rotation axis. In the example embodiment illustrated, this rotation axis is coaxial with the rotation axis 6 .
  • the second gear train also comprises a fourth sun-carrier plate 15 mounted on the output shaft 2 so as to be able to rotate with it, this output shaft being once again in the example in FIG. 1 coaxial with the rotation axis 6 and partially projecting out of the casing 4 .
  • the output shaft 2 is arranged so as to be able to rotate freely with respect to the casing 4 and, in this example, it is designed so as to be hollow in order to serve as centred guidance for the interposed input shaft 14 , which also partially projects out of the casing 4 , so as to be able to rotate freely with respect to it.
  • pivot shafts 16 are supported parallel to the rotation axis 6 , so as to be able to return freely on themselves but so as to driven in revolution about the rotation axis 6 when the casing 4 makes a rotation.
  • Each pivot shaft 16 carries two planets 17 and 18 so that they rotate conjointly with this pivot shaft 16 .
  • Each of the planets 17 and 18 is in engagement with a sun-carrier plate 13 and 15 .
  • the rotary casing 4 has an engagement system, for example external teeth 19 depicted schematically, which can come into engagement with an external rotation transmission.
  • the diameters of the casing 4 of the planet-holder plates 13 and 15 and the planets 17 and 18 are chosen so as to establish between the interposed input shaft 14 and the output shaft 2 a preselected transmission ratio (which can be modified according to the invention as described below).
  • the double epicyclic gear train illustrated must be chosen so as to establish a given transmission ratio between the input rotation speed and the output rotation speed.
  • a first intermediate shaft 20 is arranged parallel to the rotation axis 6 , so as to be able to rotate on itself. It carries two toothed pinions 21 and 22 which are each capable, through a gear, of coming into engagement with the teeth 12 on the casing 3 and respectively the teeth 19 on the casing 4 .
  • This arrangement thus effects a first rotation transmission to an intermediate output of the casing 3 , a transmission which is also engaged with the casing 4 .
  • interposed output shaft 8 and the interposed input shaft 14 form together, or provide between them coaxially, an intermediate shaft 23 which thus effects a second rotation transmission between the first epicyclic gear train and the second, at an intermediate input of the latter.
  • a first motor brake 24 is arranged so as to be able to act on the first intermediate shaft 20 .
  • This motor brake can for example be a normal alternator, provided with coils, which is electrically connected to a control centre 25 , for example a computer which integrates input data, such as the power of the drive engine, the rotation speed of the input shaft, the speed of the output shaft, etc, and which can act automatically on the motor brake 24 so that the latter either releases the intermediate shaft 20 or brakes it or possibly locks it, by varying the excitation of the coils.
  • the energy released is converted by the alternator into electric current.
  • a second motor brake 26 can also be arranged so as to be able to act on the second intermediate shaft 23 , for example by means of toothed pinions depicted schematically.
  • This second motor brake can for example be an electric motor which is electrically connected to the control centre 25 , as well as to the first motor brake 24 , in order to be supplied with current at least partially by the latter.
  • the control centre 25 can act automatically on the motor brake 26 so that the latter either releases the intermediate shaft 23 or brakes it or locks it, by varying the current supply to the electric motor. The latter recovers the energy released by the first motor brake.
  • This arrangement thus makes it possible to separate, on two different axes (the two intermediate shafts) a single input speed, and this by means of the first gear train, which thus forms a first differential, to create an interaction between these two axes, by means of at least one of the motor brakes, before remixing the two speeds in the second gear train, which thus forms a second differential.
  • This interaction makes it possible to continuously vary the ratio between the input speed and the output speed. This effect is obtained in particular because the speeds at the outputs of a differential are modified with respect to each other according to the torque.
  • ⁇ 14 ⁇ 2 ⁇ ( d 15 d 18 ⁇ d 17 d 13 ) + ⁇ 4 ⁇ ( 1 - ( d 15 d 18 ⁇ d 17 d 13 ) ) ,
  • * represents the speed of rotation of the element indicated in the index
  • d represents the diameter of the element indicated in the index
  • an output speed *2 is obtained which can vary between 16 times the input speed *1 and ⁇ 8/7 times the input speed *1.
  • the first case corresponds to overdrive forward running and the second case to reverse running.
  • the intermediate shaft 20 is locked by the motor brake 24 and the intermediate shaft 23 is free.
  • the intermediate shaft 23 is locked by the motor brake 26 and the intermediate shaft 20 is released and turns in the opposite direction. The variation between these two limits is continued by the set of motor brakes which act on the intermediate shaft.
  • the rotation axes of the casing 3 , of the casing 4 , of the input shaft 1 , of the output shaft 2 , of the interposed output shaft 8 and of the interposed input shaft 14 are coaxial, it is possible to provide for some of them not to be so. It is possible for example for the transmission of rotation between the interposed output shaft 8 and the interposed input shaft 14 to form one or more return angles. The same applies to the transmission of rotation between the casing 3 and the casing 4 .
  • the rotary casing 27 is the only one and the double epicyclic gear train is completely housed within it. It is with the rotary casing 27 that the drive engine is in engagement, through its external teeth 28 .
  • the rotary casing therefore here serves as a driving input.
  • the double gear train is formed by two trains merged in each other.
  • the first gear train comprises a sun-carrier plate 29 mounted on an interposed output shaft 30 , so as to rotate with it, a central plate 31 mounted on the output shaft 32 so as to rotate with it and planets 33 and 34 arranged between the sun-holder plate 29 and respectively the central plate 31 , on several pivot shafts 41 parallel to the rotation axis 6 of the casing.
  • the planets are driven in revolution about this axis when the casing 27 makes a rotation.
  • Each pivot shaft 41 carries two planets 33 and 34 which are each in engagement with the sun-carrier plate 29 or the central plate 31 .
  • the second gear train comprises a sun-carrier plate 35 , mounted on the interposed input shaft 36 , so as to rotate about its rotation axis, and the central plate 31 described above. It also comprises planets, the planet 37 and the planet 34 described above. The planets 37 are each arranged, like the planets 33 and 34 , on a pivot shaft 41 .
  • the first rotation transmission comprises the interposed output shaft 30 by way of the first intermediate shaft on which the motor brake 38 acts through a set of gears.
  • the second rotation transmission comprises the interposed input shaft 36 by way of second intermediate shaft on which the motor brake 39 acts.
  • the two motor brakes are electrically connected to the control centre 40 and mutually to each other.
  • the rotation axes of the casing 27 , of the output shaft 32 , of the interposed output shaft 30 and of the interposed input shaft 36 are coaxial.
  • This embodiment has the advantage of lesser size.
  • the efficiency of the transmission apparatus proper is very high and comparable to that of existing mechanical gearboxes, the transmission of power from the drive engine to the drivable receiving device taking place by means of gears as in the case of mechanical gearboxes.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Arrangement Of Transmissions (AREA)
US10/482,287 2001-07-04 2002-07-03 Speed transmission apparatus Expired - Fee Related US7037230B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US11/277,255 US7166051B2 (en) 2001-07-04 2006-03-23 Speed transmission apparatus

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
BE2001/0451 2001-07-04
BE2001/0451A BE1014275A3 (fr) 2001-07-04 2001-07-04 Appareil de transmission de vitesses.
PCT/BE2002/000112 WO2003004905A1 (fr) 2001-07-04 2002-07-03 Appareil de transmission de vitesses

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US11/277,255 Division US7166051B2 (en) 2001-07-04 2006-03-23 Speed transmission apparatus

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US20040166979A1 US20040166979A1 (en) 2004-08-26
US7037230B2 true US7037230B2 (en) 2006-05-02

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US10/482,287 Expired - Fee Related US7037230B2 (en) 2001-07-04 2002-07-03 Speed transmission apparatus
US11/277,255 Expired - Fee Related US7166051B2 (en) 2001-07-04 2006-03-23 Speed transmission apparatus

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US11/277,255 Expired - Fee Related US7166051B2 (en) 2001-07-04 2006-03-23 Speed transmission apparatus

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US (2) US7037230B2 (fr)
EP (1) EP1402202A1 (fr)
JP (1) JP2004532962A (fr)
BE (1) BE1014275A3 (fr)
WO (1) WO2003004905A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090203485A1 (en) * 2008-02-08 2009-08-13 Bradshaw Jeffrey W Variable Speed Transmission
US10160306B2 (en) * 2016-08-01 2018-12-25 GM Global Technology Operations LLC Wide range compound split transmission with a fixed input gear reduction ratio
US10173516B2 (en) * 2014-12-22 2019-01-08 Industrial Technology Research Institute Method for controlling operating modes of a hybrid powertrain mechanism
US11085524B2 (en) * 2017-01-27 2021-08-10 Renk Gmbh Transmission, drive assembly having a transmission, and method for operating the drive assembly
US20230341028A1 (en) * 2020-08-28 2023-10-26 Nuovo Pignone Tecnologie - Srl Method for operating a train system for a mechanical driven equipment

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005027117A1 (de) * 2005-06-10 2006-12-14 Zf Friedrichshafen Ag Elektrisches Antriebssystem für ein Fahrzeug mit Rutschlenkung, Getriebeeinheit und Fahrzeug
JP5327761B2 (ja) * 2007-09-28 2013-10-30 ヴィアールティー イノヴェーションズ リミテッド 変速装置システム
JP5650671B2 (ja) 2009-03-05 2015-01-07 ボルグワーナー トルクトランスファー システムズ エービー トルクベクタリングデバイス
KR101427961B1 (ko) * 2012-11-28 2014-08-08 현대자동차 주식회사 하이브리드 자동차의 동력전달장치
CN103453120B (zh) * 2013-09-26 2016-04-13 第一拖拉机股份有限公司 电动拖拉机用一体式传动箱

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FR990810A (fr) 1949-05-10 1951-09-26 Système de commande perfectionné à vitesse réglable, à train planetaire et à moteurs électriques
US5751081A (en) * 1994-06-02 1998-05-12 Nissan Motor Co., Ltd. Reduction gear device with differential gear mechanism for electric vehicle
FR2774040A1 (fr) 1998-01-26 1999-07-30 Renault Groupe motopropulseur hybride comportant un double train epicycloidal
FR2783764A1 (fr) * 1998-09-30 2000-03-31 Renault Groupe motopropulseur hybride comportant une prise directe
FR2792582A1 (fr) * 1999-04-22 2000-10-27 Renault Dispositif de propulsion/traction pour vehicule electrique hybride
EP1092583A1 (fr) * 1999-10-11 2001-04-18 Renault Groupe motopropulseur d'un véhicule hybride à coupleur électromagnétique
EP1097830A1 (fr) 1999-11-03 2001-05-09 Renault Groupe motopropulseur hybride comportant au moins deux trains épicycloidaux
US6398685B1 (en) * 1998-01-16 2002-06-04 Oskar Wachauer Drive mechanism for a vehicle, especially a multilane electromobile

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FI110812B (fi) * 2000-06-21 2003-03-31 Prorauta Muuttuvavälityksinen planeettavaihteisto
US6527658B2 (en) * 2001-04-02 2003-03-04 General Motors Corporation Electrically variable transmission with selective input split, compound split, neutral and reverse modes
US6964627B2 (en) * 2002-03-26 2005-11-15 The Timken Company Output-split and compound-split infinitely variable transmission
GB2398108B (en) * 2002-10-04 2006-02-01 Drivetec Automotive supercharger

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR990810A (fr) 1949-05-10 1951-09-26 Système de commande perfectionné à vitesse réglable, à train planetaire et à moteurs électriques
US5751081A (en) * 1994-06-02 1998-05-12 Nissan Motor Co., Ltd. Reduction gear device with differential gear mechanism for electric vehicle
US6398685B1 (en) * 1998-01-16 2002-06-04 Oskar Wachauer Drive mechanism for a vehicle, especially a multilane electromobile
FR2774040A1 (fr) 1998-01-26 1999-07-30 Renault Groupe motopropulseur hybride comportant un double train epicycloidal
FR2783764A1 (fr) * 1998-09-30 2000-03-31 Renault Groupe motopropulseur hybride comportant une prise directe
FR2792582A1 (fr) * 1999-04-22 2000-10-27 Renault Dispositif de propulsion/traction pour vehicule electrique hybride
EP1092583A1 (fr) * 1999-10-11 2001-04-18 Renault Groupe motopropulseur d'un véhicule hybride à coupleur électromagnétique
EP1097830A1 (fr) 1999-11-03 2001-05-09 Renault Groupe motopropulseur hybride comportant au moins deux trains épicycloidaux

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090203485A1 (en) * 2008-02-08 2009-08-13 Bradshaw Jeffrey W Variable Speed Transmission
US7794354B2 (en) * 2008-02-08 2010-09-14 Bradshaw Jeffrey W Variable speed transmission
US10173516B2 (en) * 2014-12-22 2019-01-08 Industrial Technology Research Institute Method for controlling operating modes of a hybrid powertrain mechanism
US10160306B2 (en) * 2016-08-01 2018-12-25 GM Global Technology Operations LLC Wide range compound split transmission with a fixed input gear reduction ratio
US11085524B2 (en) * 2017-01-27 2021-08-10 Renk Gmbh Transmission, drive assembly having a transmission, and method for operating the drive assembly
US20230341028A1 (en) * 2020-08-28 2023-10-26 Nuovo Pignone Tecnologie - Srl Method for operating a train system for a mechanical driven equipment
US11965584B2 (en) * 2020-08-28 2024-04-23 Nuovo Pignone Tecnologie—SRL Method for operating a train system for a mechanical driven equipment

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Publication number Publication date
EP1402202A1 (fr) 2004-03-31
WO2003004905A1 (fr) 2003-01-16
US20040166979A1 (en) 2004-08-26
BE1014275A3 (fr) 2003-07-01
JP2004532962A (ja) 2004-10-28
US7166051B2 (en) 2007-01-23
US20060154773A1 (en) 2006-07-13

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